Porsche 911 GT3 review – is this still the ultimate 911? Reviews. Porsche 911 S/T 2023 review – the 992 in its purest, most involving form; Porsche 911 Carrera '996.3' – Jethro Bovingdon's Porsche 911 Drag Races Itself In Carrera Vs GT3 Battle. According to the timing, the 911 GT3 reaches 62 miles per hour (100 kilometers per hour) in 3.2 seconds, and the Corvette needs 3.7 seconds On my first lap I did a 54.41 seconds taking six-tenths off the GT3 RS, followed by two more laps on the same tenth, then finally a 54.31 seconds. What the GT2 RS gave me was the flexibility to get away with mistakes. The engine is so epically useful across the rev range, matched with a precise and refined chassis. Porsche switched from a naturally-aspirated boxer to a twin-turbo boxer for the second phase of the 991 generation, leaving the GT3 and GT3 RS as the only free-breathing models in the lineup. The A pinch myself dream drive.https://www.instagram.com/carswithlukePATREON:You can help support my videos here, everything goes towards making better and mo Porsche 911 turbo s vs Porsche 911 gt3 rs? For track days and special occasions GT3 RS. go with the Turbo S. The Turbo S is the pinnacle of the 911 for street 51 Photos. Starting with the sports car from Stuttgart, the 911 GT3 RS relies on a 4.0-liter flat-six engine delivering 518 horsepower and 342 pound-feet of torque. It is mated to a seven-speed 2022 Maserati MC20 vs. 2021 Porsche 911 Turbo S; Fuel Economy and Real-World MPG. Regardless of body style or engine output, the 2021 911 Turbo and Turbo S are both rated at 15 mpg in the city and 992 GT3 – 2021-Present; Porsche GT2 vs GT3 Price. Since the GT2’s production was halted in 2020, we will be using similar model years to keep pricing consistent for the sections below. New & Used Porsche GT2 vs GT3 Prices. The 2020 911 GT2 RS started at $293,200. A 2022 911 GT3 starts at $169,700, while a 2022 911 GT3 RS starts at $223,800. The cacophonous 911 GT3 RS is rewarding on road and track. The RXC’s tour of incongruous locations continues. The RXC comes with a cupholder. Radical, indeed. The Ford GT is longer than an Audi nTwB. We’ve been blown away by the pace of the new Porsche 911 Turbo S, but how does it compare to its drop-top Cabriolet cousin? Oh, and we’ve chucked in a stripped-out GT3 wildcard for good measure… Tap the video to watch the race. There’s no denying that the new Porsche 911 Turbo S is carwow’s king of drag racing – watch it demolish a Ferrari 812 Superfast and Lamborghini Aventador SVJ if you don’t believe us. But, can you have even more fun with your top off? To find out, we’re pitting the new Turbo S against the Turbo S Cabriolet. These cars are almost identical on paper – both have twin-turbo flat-six engines pumping out 650hp and 800Nm of torque. But, the 1,710kg Cabriolet tips the scales at 70kg more than the coupe. It can’t match the hard-top’s slippery aerodynamic shape with its roof folded down, either, which could hold it back at high speeds. As an added bonus, we’ve thrown in a Porsche 911 GT3 for good measure. This hard-core track-day toy is a model, meaning it’s one generation older than the two Turbo cars, but it weighs in at just 1,430kg – that’s 210kg less than the new Turbo S Coupe. Sounds pretty promising so far, but the GT3 chalks up ‘only’ 500hp – 150hp less than the new Turbo S – and has to make do with rear- instead of four-wheel drive. The instant throttle response from its naturally aspirated engine could mean it has the edge in the rolling race, though. So, think you’ve decided which rear-engined racer will win our latest drag race? Watch the video to see if you’re right. Read our in-depth Porsche reviews or check out the latest carwow offers on the best sports cars on sale. If you don't consider yourself a Porschephile, the Porsche 911 model lineup can be maddeningly complex. The 992-generation 911 (which launched in 2019) consists of Carreras, Cabriolets, and Targas, S and 4S models, multiple versions of the 911 Turbo, and a 911 GT3—and there are more on the way. In the coming years, we're expecting the lineup to grow with the addition of the 911 GT3 Touring, 911 GT2, and 911 GTS, among others. But as of today, if you want the ultimate high-performance 911, you've got two options: the 911 Turbo S and the new 911 GT3. They share a penchant for going fast and setting blistering lap times but take wildly different approaches to doing so. Here's how the Porsche 911 Turbo S and Porsche 911 GT3 are similar and how they 911 Turbo S vs. 911 GT3: Curb AppealAlthough both the 911 Turbo S and 911 GT3 roll down the same production line, there are some clear visual differences that go beyond trim-exclusive wheels or colors. Up front, the 911 Turbo S looks a bit more like the 911 Carrera, thanks to a similar front air intake design (though the Turbo's is larger and features three sections) and a frunk design that harkens back to the classic 930-generation 911 (1975 to 1989). Hiding beneath the Turbo S' air intake is a retractable spoiler that deploys automatically above certain speeds or in Sport Plus mode. The 911 GT3's nose is a bit different. Its hood, made from carbon-fiber-reinforced plastic, features a distinctive snout that works with its unique front clip to increase downforce at high back, the 911 GT3 features a manually adjustable swan-neck rear wing plus a decklid spoiler, a functional rear diffuser, and twin center-exiting exhausts. The 911 Turbo S has an automatically deploying rear spoiler integrated into the decklid as well as twin air intakes on its rear quarter panels and a quad-tipped the 911 Turbo S is among the most luxurious and tech-forward members of the 911 line, with upscale materials, an electronic shifter, and four seats. The race-ready 911 GT3 loses the rear seats and gets thinner window glass to save weight, while features such as its mechanically operated shifter (which shares its knob with the manual version) and its specific center stack show its track 911 Turbo is also available in coupe or cabriolet form, whereas the GT3 is only sold as a GT3 vs. 911 Turbo S: Under the HoodThis is where the 911 GT3 and Turbo S really start to diverge. Although both share a rear-mounted flat-six engine, there are some major differences in the character of the 911 Turbo is powered by a twin-turbo flat-six that produces 572 hp and 553 lb-ft of torque in Turbo trim or 640 hp and 590 lb-ft of torque in Turbo S form. That power is sent through a PDK eight-speed dual-clutch automatic to a torque-vectoring all-wheel-drive system. The 911 Turbo S is currently the second-quickest car we've ever tested, accelerating from 0 to 60 mph in seconds. The 911 GT3 skews old school in its drivetrain setup. It's powered by a high-revving naturally aspirated flat-six that produces 502 hp and 346 lb-ft of torque. The exclusively rear-wheel-drive 911 GT3 gets a PDK seven-speed dual-clutch automatic to save weight versus the eight-speed unit in the Turbo S. A six-speed manual is available, as well. A PDK-equipped 911 GT3 we recently tested sprinted from 0-60 mph in just cars have four-wheel steering and massive brakes, but the 911 GT3 gets a unique, race-derived multilink front suspension and specific dampers designed to improve steering feel and turn-in Turbo S vs. 911 GT3: How Do They Drive?With the caveat that we haven't driven the two 911s back to back on the same road at the same time, both are unmistakably "Porsche" yet feel like entirely different 911 Turbo S—and there's no other way to put this—is stupid fast. With the Turbo S, Porsche has somehow created an internal combustion car that delivers its power with the ferocity and immediacy of an electric performance car like Tesla's Model S or Porsche's own Taycan. The 911 Turbo S launches so hard off the line that unsecured items will go flying backward in the cabin, and it feels as if you've somehow slowed the Earth's rotation as you rocket grip doesn't let up in bends, either. Thanks to its torque-vectoring all-wheel drive, four-wheel steering, and massive brakes, the Turbo S can be chucked hard into a corner and the driver can get on the power early, allowing the Porsche to claw its way out of the corner at speeds far faster than should be possible. The 911 Turbo S never quite feels challenged out on the road, leaving it up to you to focus and improve your driving to wring the most out of the contrast, if we had to use one word to describe the 911 GT3, it would be "emotional." Whereas the 911 Turbo S is sort of like a Westworld host—sentient but still somehow robotic—the GT3 is organic through and through. A 9,000-rpm redline (and a tach that reads to 10,000 rpm) will do that to naturally aspirated, and full of character, the 911 GT3's engine feels like the swan song for internal combustion. Unlike many high-revving, naturally aspirated engines, it makes a solid wave of power right off idle and holds it all the way to redline. And because the engine isn't breathing through turbos, it has a ferocious wail of a soundtrack with the sort of intrinsic quality usually reserved for big unique front axle and suspension also makes a big difference. The GT3's ride is firmer and a bit less forgiving, while its front end feels lighter and more agile—delivering its grip not through an extra driveshaft but purely through clever mechanical engineering. Put another way, if the 911 Turbo S claws its way through canyons, the 911 GT3 digs into corners like an ice skate biting into a Much Does Each 911 Cost?Usually, "less" car (as in fewer creature comforts in favor of more track performance) costs more in this space, but the 911 bucks that trend. Prices for the 911 GT3 start at $162,450—though it's quite easy to option one up well over $200,000. The 911 Turbo's base price is $175,650, with the more powerful Turbo S starting at $208,350 for 2022. The Turbos are available now; the GT3 will be released stateside this 2022 Porsche 911 GT3 2021 Porsche 911 Turbo S BASE PRICE $162,450 $204,850 PRICE AS TESTED $197,770 $224,780 VEHICLE LAYOUT Rear-engine, RWD, 2-pass, 2-door coupe Rear-engine, AWD, 4-pass, 2-door coupe ENGINE DOHC 24-valve flat-6 win-turbo DOHC 24-valve flat-6, alum block/heads TRANSMISSION 7-speed twin-clutch auto 8-speed twin-clutch auto CURB WEIGHT (F/R DIST) 3,213 lb (40/60%) 3,628 lb WHEELBASE in in LENGTH x WIDTH x HEIGHT x x in x x in 0-60 MPH sec sec QUARTER MILE sec @ mph sec @ mph BRAKING, 60-0 MPH 93 ft 97 ft LATERAL ACCELERATION g (avg) g (avg) MT FIGURE EIGHT sec @ g (avg) sec @ g (avg) EPA CITY/HWY/COMB FUEL ECON 15/20/17 (est) mpg 15/20/17 mpg ENERGY CONS, CITY/HWY 225/169 kWh/100 miles (est) 225/169 kWh/100 miles CO2 EMISSIONS, COMB lb/mile (est) lb/mile Four days post this past Thanksgiving on a chilly and cloudy day in Monterey, California, our pro racer Randy Pobst lapped an Ultraviolet GT3 RS around MRLS in just 1: That's seconds quicker than the Turbo S. (Looks like the forecast should've been for purple rain.) Surprised? We were. Sure, the GT3 RS is the most track-focused 911 to date, but the Turbo S is no slouch, either. Moreover, the Turbo S is rated at 560 horsepower and 516 lb-ft (the new '17 gets bumped to 580 hp) and had all-wheel drive and optional Dunlop Sport Maxx Race rubber from the standard GT3. Should it have been more than seconds slower than the 500-horsepower, 338-lb-ft rear-drive RS, which, granted, weighs about 400 pounds less but has the same carbon-ceramic brakes and slightly wider and possibly stickier Michelin Pilot Sport Cup 2 tires? To the Turn 1, the more powerful Turbo S holds a slight lead, registering a top speed of mph versus the RS' But as they enter the long, sweeping Turn 2, the RS closes the gap. At the first apex of the turn, the RS outgrips the Turbo S ( g versus creating an 8-foot advantage. But the Turbo S manages to carry more speed through the turn (minimum of mph versus the GT3's and catches the RS at the exit. That's the last time the Turbo S would ever be RS stomped the Turbo S by seconds at of 2 and toward Turn 3, Pobst is able to accelerate earlier and harder in the RS, posting a speed of mph, noticeably faster than the Turbo S' By the midpoint between Turns 3 and 4, the RS is already 84 feet ahead. Coming into Turn 5, the RS has nearly doubled its lead—now to 150 feet—thanks to a better exit out of 4 and a speedier blast down the straight ( mph versus Around Turn 5, the RS once again outgrips the Turbo S ( g versus extending its lead another 10 feet by the midpoint to 6. From Turns 2 through 6, we see a similar dynamic, with the RS' data line resembling a V and the Turbo S' a U, showing that the RS exhibits very little mid-corner steady-state cruising compared to the Turbo S—just brake, turn, and go. "The RS is rather loose and requires immediate power to help stabilize the rear," Pobst says. "Braking and acceleration are separated. The Turbo S is better balanced and more comfortable to lean on mid-corner, so it can blend braking and acceleration more."A big lat-g advantage through Turn 6 ( g versus helps the RS launch out of the corner earlier and with more oomph. Despite heading uphill toward Turn 7, the comparatively torque-deficient naturally aspirated RS ups its lead to 212 feet over the Turbo S. Down the infamous Corkscrew, the RS stomps the Turbo S, testing director Kim Reynolds says when it posts a cornering speed more than 6 mph faster ( versus The stomping continues through Turns 9 and 10—each a high-speed, high-g endeavor—where the RS is able to accelerate sooner, corner harder, and just go faster. The stats for the last corner, the sharp left Turn 11, show the cars behaving similarly with negligible separation in lateral acceleration and cornering speeds, but the RS is so far ahead that it reaches the finish line some 350 feet and seconds before the Turbo S."The RS is very track-oriented and feels it," Pobst says. "Light, quick, and responsive. The Turbo S is very capable on track, but it's more street-oriented—softer suspension, more body roll, a lot more mass—and feels like it. The speed difference comes from significantly greater agility of the RS, though the better-balanced AWD Turbo S was far easier to drive at the limit."2014 Turbo S: 1: 2016 GT3 RS: 1: More Kiinote columns:Growing Gains: Benchmark Compacts Go Big, Get Better 5 for '15: A Handful of Great Rides from 2015 Downsizing Hits an Upswing: Smaller Turbo Engines Are Going Big A Tale of Two Top Tens: Japan and Make, Buy Very Different Vehicle